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Modelling and Design of Station Cavern Roof Support System for the Epping to Chatswood Rail Line Project

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Modelling and Design of Station Cavern Roof Support System for the Epping to Chatswood Rail Line Project GEOTECHNICAL MODELLING OF STATION CAVERNS FOR THE EPPING TO CHATSWOOD RAIL LINE PROJECT Kim F. Chan, Greg P. Kotze and Peter C. Stone GHD LongMac, Sydney, NSW ABSTRACT The Epping to Chatswood Rail Line project comprises a twin rail tunnel, three new underground stations and the upgrading of one existing station. The station caverns intersect a sequence of horizontally bedded shale and sandstone. The major rock defects consist of bedding planes, bedding plane seams, low angled cross bed partings and sub-vertical joint sets. Local experiences in the Sydney Basin have indicated that the behaviour of the defects and their interaction with the roof support system are critical to the performance of underground excavations. Another key geological feature that can have significant performance impact is the relatively high locked-in in-situ lateral stresses. Each of the new stations comprises a large span platform cavern, an adjoining concourse cavern, associated escalator shafts and service buildings. The design roof support system is cable bolts with cement grouted end anchorage. The interaction between the bolts and the jointed rock mass within the influences of the various facilities is complex and thus rigorous modelling was employed. This modelling included 3D distinct element and boundary element analyses and 2D finite element approach. The complexity of the numerical models varied from homogeneous rock to layered rock with various discontinuities. Furthermore, both end-anchored and fully grouted bolts have been incorporated. Various parametric studies were undertaken to assess the effects of various model components (rock mass, defects, in- situ stresses, sequencing and roof support installations) on cavern performance. Based on the modelling results, a system of rock bolts and construction staging has been adopted to optimise the permanent support system. This paper is confined to the geotechnical modelling aspects of the project and presents the geological setting and the various analytical procedures undertaken. The results of the parametric studies and their impact on the final selection of the support systems are also outlined. 1. INTRODUCTION The Epping to Chatswood Rail Line project comprises a 13 km long twin rail tunnel, three new underground stations and the upgrading of one existing station. Details of the project and various design and construction parties involved are outlined in a companion paper to this mini-symposium by Gee (2005). In particular, the design of the roof support systems for the station caverns was one of the key components of the project. As part of the roof support system design, a large amount of geotechnical modelling was undertaken to understand the behaviour of the complex interaction of the various components of the works and to predict the performance of the station caverns during and after construction. This paper describes the geological setting of the stations and the various numerical modelling carried out to simulate the station cavern excavation. Design criteria and key findings of the numerical modelling are also briefly discussed. A further paper by Chan and Stone (2005), dealing with back-analysis and refinement of parameters forms the third paper of a set of three prepared for this mini-symposium. 2. STATION CONFIGURATION The three new stations at Macquarie University, Macquarie Park and Delhi Road, each have 210 m long platform caverns with a 20m “brain” shaped arched span, 14m high, with similarly proportioned concourse caverns immediately alongside. The stations are served by escalator shafts and service shafts in close proximity to the caverns. The fourth station, Epping, is in a binocular arrangement with somewhat smaller spans but again with service shafts in close proximity to the arches. The arched configuration and size of the three “brain” stations are unique for Sydney which, with the close proximity of the ancillary excavations, has created some very complex interactions in the ground. The basic forms and configurations of the stations were dictated by the owner in the reference designs of the contract documents and subject to minor changes through the process of design development. AGS AUCTA Mini-Symposium: Geotechnical Aspects of Tunnelling For Infrastructure Projects – October 2005 1 GEOTECHNICAL MODELLING OF STATION CAVERNS FOR CHAN, KOTZE, THE EPPING TO CHASTWOOD RAIL LINE PROJECT AND STONE 3. GEOLOGICAL SETTING The Epping to Chatswood Rail Line traverses through the upper strata of the Sydney Basin, namely the Wianamatta Group, the Mittagong Formation and the top of the underlying Hawkesbury Sandstone. These strata comprise a sub- horizontal sequence of middle Triassic Age. The dominant Hawkesbury Sandstone is a medium to coarse grained, quartz sandstone sequence of fluvial (braided river system) origin. The environment of deposition is reflected in the internal sedimentary structure of the Hawkesbury Sandstone strata which display three (3) facies types, being the ‘massive sandstone facies’, the ‘sheet sandstone facies’ and the ‘shale (or mudstone) facies’. Along the route the Hawkesbury Sandstone is locally overlain in elevated areas by a remnant capping layer of Wianamatta Group strata, which typically comprise shales with some fine to medium grained sandstones. 4. STATION CAVERN GEOLOGY The rail link project includes the construction of three (3) new underground stations at Delhi Road, Macquarie Park and Macquarie University as well as an underground upgrade of an existing station at Epping. The Macquarie Park and Delhi Road Station cavern excavations are representative of the range of geological conditions encountered and are described below. 4.1 STATIGRAPHY AND ROCK TYPES The station platforms and concourse caverns are located in the very top strata of the Hawkesbury Sandstone at a depth below the ground surface that ranges from 16 to 19.5 m. The thickness of Hawkesbury Sandstone in the immediate roof ranges from less than a metre to a maximum of just over 4m. The Hawkesbury Sandstone roof strata are overlain conformably by the thin and upwards grading Mittagong Formation and inturn (disconformably) by the Ashfield Shale, which is the basal and most extensive formation of the Wianamatta Group. Some residual soil and fill horizons complete the sequence to the ground surface. The Ashfield Shale is characterised by dark grey to black shale and laminite, which in a weathered condition produces clays of medium to high plasticity. Minor fine-grained sandstone laminations can also be present in the shale sequence. Bedding within the Ashfield Shale is usually within a few degrees of horizontal, although some localised warping of up to 30º can occur. Jointing within the Ashfield Shale is generally not persistent over large areas. Sedimentary slump structures and compactional features sometimes produce localised irregular and curviplanar defects of variable orientation, some of which display slickensiding and small displacements. The Mittagong Formation marks the transition between the marine sequence of Ashfield Shale and the fluvial sequence of the Hawkesbury Sandstone. Mittagong Formation deposits are characterised by interbedded and interlaminated siltstone, laminite and fine to occasionally medium grained quartz sandstone. In the vicinity of Macquarie Park Station the Mittagong Formation is approximately 4 m to 5 m thick whilst at Delhi Road it is 1 m to 3 m thick. The lower boundary of the Mittagong Formation is gradational with the Hawkesbury Sandstone. The formation grades from a predominance of siltstone at the Ashfield Shale contact, downwards with an increasing percentage of fine sandstone interbeds and laminations. The Hawkesbury Sandstone is a medium to coarse grained quartz sandstone, with occasional fine grained beds and minor shale and laminite lenses. The Hawkesbury Sandstone comprises massive, thickly bedded and cross-bedded strata in near horizontal layers, with some siltstone/shale units that are generally less than 4m in thickness. 4.2 ROCK MASS DEFECTS 4.2.1 Bedding Planes The most prominent rock mass defects throughout the above-described sequence are bedding planes. Bedding is sub- horizontal to gently dipping in the Ashfield Shale and the Mittagong Formation and partings are typically more closely spaced in the shale strata. Within the Mittagong Formation, bedding plane partings are more widely spaced in the siltstone units (750 mm to greater than 1.0 m) and more closely spaced in the sandstone interbeds (100 mm to 300 mm). These partings are typically planar with clay veneers and some clay seams up to 20 mm thick. It was also observed in borehole intersections at the Delhi Road site that bedding plane seams at the base of the Ashfield Shale, and at both the top and bottom of the Mittagong Formation, display evidence of crushing and localised shearing. AGS AUCTA Mini-Symposium: Geotechnical Aspects of Tunnelling For Infrastructure Projects – October 2005 2 GEOTECHNICAL MODELLING OF STATION CAVERNS FOR CHAN, KOTZE, THE EPPING TO CHASTWOOD RAIL LINE PROJECT AND STONE Crushed seams around these stratigraphic levels range in thickness from 30 mm to 100 mm. Bedding planes characterised by weathering to clay seams, ranging in thickness from 5 mm to 100 mm, also occur. Within the Hawkesbury Sandstone, bedding is typically sub-horizontal (0o to 10o), planar to curviplanar or undulating, variable from smooth to rough on a small scale, with some clayey or micaceous coatings. Bedding plane seams of sandy clay-clayey sand also occur, with thicknesses
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